WO2020143595A1 - 一种新能源汽车电压可选的通用动力电池 - Google Patents

一种新能源汽车电压可选的通用动力电池 Download PDF

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Publication number
WO2020143595A1
WO2020143595A1 PCT/CN2020/070607 CN2020070607W WO2020143595A1 WO 2020143595 A1 WO2020143595 A1 WO 2020143595A1 CN 2020070607 W CN2020070607 W CN 2020070607W WO 2020143595 A1 WO2020143595 A1 WO 2020143595A1
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WIPO (PCT)
Prior art keywords
battery
power
power battery
vehicle
voltage
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PCT/CN2020/070607
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English (en)
French (fr)
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王宁豪
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王宁豪
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Publication of WO2020143595A1 publication Critical patent/WO2020143595A1/zh

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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the invention relates to the field of power batteries for new energy vehicles, in particular to a universal power battery with selectable voltages for new energy vehicles.
  • New energy vehicles are driven by electric power.
  • the electric energy comes from other sources of onboard power generation or external charging.
  • New energy vehicles driven by electric power generally need to use a power battery to store and output electric energy.
  • a series of standard power batteries can be formed for various new energy vehicles to choose, form a scale effect, and form a high-quality power battery series.
  • the required voltage range of the power battery is quite different. If a car requires a new energy vehicle that uses multiple power batteries in combination, the voltage range requirements of the combined power battery for different vehicles will also be different. Therefore, when selecting a power battery for different new energy vehicles, the external dimensions, If the storage capacity meets the requirements, the voltage may not match.
  • the technical problem to be solved by the present invention is to provide a power battery that can output different voltages through internal conversion, improve the applicability of the power battery, and facilitate the standardization of the power battery.
  • the technical solution adopted by the present invention to solve the above technical problem is: a universal power battery with selectable voltages for new energy vehicles, and the battery body can output different voltages through internal changes.
  • the voltage of the battery body is changed by switching the series-parallel connection between the internal equivalent battery packs.
  • a battery pack consisting of or composed of a plurality of battery cells connected in series and connected in parallel is suitable for parallel use and has basically the same electrical performance.
  • the battery body is provided with a DC-DC converter.
  • the battery body can output different voltages.
  • the battery body is also provided with a quick-change interface for quick disassembly.
  • the quick-change interface includes a main electrical interface.
  • the battery body is connected to a new energy vehicle when in use, and the power battery becomes a quick-change type universal power battery.
  • Another object of the present invention is to provide a communication protocol between a universal power battery and a vehicle, the communication protocol adapts to changes of different individuals of the universal power battery. For the differences between different individuals of the same main model general-purpose power battery, communication and transmission of relevant information between the vehicle and the power battery management system can manage the reasonable charging of different individual power batteries, and can also configure the power supply according to the load capacity of different individual power batteries. Realize the adaptability of the car to different individual power batteries.
  • the communication protocol can also be applied to the communication between other power batteries and vehicles.
  • the battery body adopts a communication protocol between a power battery management system and a new energy vehicle, through which the type and type of internal battery cells of the power battery or/and power battery parameter information can be transmitted to the energy management of the new energy vehicle
  • the system is used to control the charging process, and the power battery parameter information includes parameter information for different charging requirements for different types and types of power battery cells.
  • the battery body adopts a communication protocol between the power battery management system and the new energy vehicle, through which the parameter information of the load capacity of the power battery can be transmitted to the energy management system of the new energy.
  • the control system of the vehicle can be based on The parameter information of the power battery load capacity obtained by the energy management system selects the power supply mode.
  • An important object of the present invention is to form a quick-change general-purpose power battery system to popularize power exchange applications.
  • the main installation dimensions of the battery body are the same and can be installed in the same type of battery compartment or other components used to connect and install batteries.
  • the same main model is used for selection and replacement of various new energy vehicles.
  • the quick-change type universal power batteries of several main models are finalized to form a system.
  • different types and types of batteries can be used in different individuals of the same main type power battery for interchange use.
  • Different types and types of batteries can be used in different individuals of the same main type power battery for interchange use to accommodate the application of multiple types and types of power batteries, and can also continue the development of each main type in the development of power battery technology. use.
  • Another object of the present invention is to provide a vehicle that is compatible with a quick-change universal power battery.
  • the vehicle using the power battery includes a vehicle body, and the vehicle body is provided with a quick-change interface corresponding to the battery body.
  • the vehicle body is a master vehicle with a driving mechanism, which can be connected to a slave vehicle, and the slave vehicle is replaceable, the slave vehicle is installed with the power battery, the power battery supplies power to the master vehicle, and the master vehicle Drive the car.
  • Another object of the present invention is to provide a control system for a universal power battery with selectable voltage.
  • the vehicle includes a power distribution control unit, and the power distribution control unit can control two or more independent power battery clusters to jointly supply power, and can provide power Switching or switching between different combined power supply combinations controls the change of the power consumption sequence of each cluster, and the power battery cluster is composed of several power batteries.
  • the power distribution control unit can control two or more independent power battery clusters to jointly supply power, and can provide power Switching or switching between different combined power supply combinations controls the change of the power consumption sequence of each cluster, and the power battery cluster is composed of several power batteries.
  • the vehicle includes a power distribution control unit that can control the combined power supply of different sets of power batteries or/and multi-sets of power batteries to separately supply power to components or component combinations through different power supply paths ,
  • the components or component combinations are drive axles or drive motors for different wheels, and the power battery pack is composed of several power batteries.
  • the vehicle includes a charging control unit through which the charging source can jointly charge two or more independent power battery packs, which are composed of several power batteries. Multiple battery packs can be jointly charged or partly charged as needed to improve charging efficiency.
  • the vehicle includes an energy management system that uses a communication protocol between the power battery management system and the new energy vehicle, through which the type and type of internal battery cells of the power battery or/and the power battery can be obtained Parameter information, power battery parameter information contains parameter information for different charging requirements for different types and types of power battery cells.
  • the on-board charger on the new energy vehicle charges the power battery, or the off-board charger charges the power battery and If the charging is still managed by the automobile energy management system, the energy management system determines whether the power battery can be charged. If it is rechargeable, the car charger or off-board charger passes through the car's charge control unit for different internal battery types According to the corresponding charging requirements, the power battery is charged.
  • the energy management system of the new energy vehicle and the power battery management system use the above communication protocol to communicate and control the charging process. If the off-board charger charges, the off-board charger passes Jointly control and control the charging process with car communication.
  • the vehicle includes an energy management system.
  • the energy management system uses a communication protocol between the power battery management system and the new energy vehicle. Through this communication protocol, parameter information of the load capacity of the power battery can be obtained.
  • the vehicle control system can The power supply mode is selected according to the parameter information of the load capacity of the power battery obtained by the energy management system.
  • the present invention has the advantage that the power battery is designed to output different voltages through internal changes, improve the applicability of the power battery, and facilitate the standardization of the power battery.
  • the quick-change power battery adopts a voltage-selectable design (which can also be combined with other designs to improve the applicable occasion) to form a quick-change universal power battery, and a small number of main models can be formed to form a quick-change universal power battery system, which can meet most The selection and replacement of new energy vehicles are needed to popularize replacement applications.
  • FIG. 1 is a schematic diagram of the internal circuit switching of the battery body of the present invention.
  • FIG. 2 is a second schematic diagram of the internal circuit switching of the battery body of the present invention.
  • FIG. 3 is the third schematic diagram of the internal circuit switching of the battery body of the present invention.
  • FIG. 4 is a fourth schematic diagram of the internal circuit switching of the battery body of the present invention.
  • FIG. 5 is a schematic diagram of battery voltage switching and selection of the present invention.
  • FIG. 6 is a schematic diagram of the location of the quick-change interface of the present invention.
  • FIG. 8 is an enlarged view of part A in FIG. 7;
  • FIG. 9 is a schematic structural diagram of different types of power batteries in the example of the power battery system of the present invention.
  • FIG. 10 is a schematic diagram of a mechanical quick-change bottom-mounted universal power battery of different sizes according to the present invention.
  • FIG. 11 is a schematic top view of four sizes of new energy passenger cars of the present invention.
  • FIG. 12 is a schematic diagram of the model and number of four-size new energy passenger cars of the present invention that can be arranged with mechanical quick-change bottom-mounted universal power batteries;
  • FIG. 13 is a schematic diagram of the application of the power battery in the truck in the example of the quick-change universal power battery system
  • FIG. 14 is a schematic diagram of the application of a power battery in a passenger car in an example of a quick-change universal power battery system
  • 15 is a schematic diagram of the structure of the master car and the slave car of the present invention.
  • 16 is a schematic structural diagram of a vehicle control system of a pure electric vehicle
  • 17 is a partial structural schematic diagram of a vehicle control system of a pure electric vehicle
  • 20 is a second schematic diagram of power management of a power battery pack in the present invention.
  • 21 is the third schematic diagram of power management of the power battery pack in the present invention.
  • 22 is a fourth schematic diagram of power management of the power battery pack in the present invention.
  • 23 is a schematic diagram of joint charging of the power battery pack of the present invention.
  • the new energy vehicles referred to in the present invention include all vehicles equipped with power batteries.
  • the invention is also applicable to other vehicles that can be installed with a universal power battery with selectable voltage.
  • a universal power battery with a new energy vehicle voltage selectable the battery body can output different voltages through internal changes.
  • the voltage of the battery body can be changed by switching the series-parallel connection between the internal equivalent battery packs.
  • the equivalent battery pack is composed of single cells with substantially the same electrical performance suitable for parallel use or A battery pack composed of a plurality of battery cells connected in series and connected in parallel is suitable for parallel use and has basically the same electrical performance.
  • the battery pack Z1 and the battery pack Z2 with the same electrical performance and voltage X are the positive electrode of the battery pack Z1 is connected to the terminal A1, the negative electrode is connected to the terminal A2, and the positive electrode of the battery pack Z2 is connected to the B1 terminal ,
  • the negative electrode is connected to the end point B2, the end points C1 and C2 are connected by a wire, and the end point A1 can be selectively connected to the end point B1 and C1 or disconnected from the end point B1 and C1.
  • Endpoint B2 can be selectively connected to endpoint A2 and C2, or to endpoint A2 and C2.
  • Fig. 1(a) shows a connection state of the battery pack Z1 and the battery pack Z2.
  • the terminal A1 and the terminal B1 are turned on, and the terminal A1 and the terminal C1 are disconnected. End point A2 and end point B2 are on, end point B2 and end point C2 are disconnected, battery pack Z1 and battery pack Z2 are connected in parallel, and the output voltage is X at this time.
  • Figure 1(b) another state of battery pack Z1 and battery pack Z2 is shown. End point A1 and end point C1 are on, end point A1 and end point B1 are off, end point B2 and end point C2 are on, and end point B2 and End point A2 is disconnected, and battery pack Z1 and battery pack Z2 are connected in series, and the output voltage is 2X.
  • first power battery pack 1 Z3 and first power battery pack 2 respectively Z4 two identical first power battery packs are named first power battery pack 1 Z3 and first power battery pack 2 respectively Z4
  • the positive electrode of the first power battery group Z3 is connected to the terminal A3
  • the negative electrode is connected to the terminal A4
  • the positive electrode of the first power battery group 2 Z4 is connected to the terminal B3
  • the negative electrode is connected to the terminal B4
  • the terminals C3 and C4 are connected by wires, and the terminal A3 can be selected Is connected to terminal B3 and C3, or disconnected from terminal B3 and C3.
  • End point B4 can be selectively connected to end point A4, disconnected from C4 or disconnected from end point A4, connected to C4; when the first power battery pack Z3 and the first power battery pack Z4 are in Status and endpoint A3 and endpoint B3 are on, endpoint A3 and endpoint C3 are off, endpoint A4 and endpoint B4 are on, endpoint B4 and endpoint C4 are off, the first power battery pack one Z3 and the first power battery pack two Z4 Between the parallel connection, the output voltage at this time is X, that is, the state shown in Figure 2 (a). When the first power battery pack Z3 and the first power battery pack Z4 are in the state described in FIG.
  • a battery pack Z1 and a battery pack Z2 having the same electrical performance and a voltage of X As shown in (3), a battery pack Z1 and a battery pack Z2 having the same electrical performance and a voltage of X, a battery pack Z5 and a battery pack Z6 having the same electrical performance and a voltage of Y.
  • battery pack 1 Z1 and battery pack 2 Z2 adopt the wiring method shown in Figure 1(a) battery pack 3 Z5 and battery pack 4 Z6 adopt the wiring method shown in Figure 1(a), and the corresponding output terminals Connect in sequence.
  • the first battery pack Z1 and the second battery pack Z2 are connected in parallel
  • the third battery pack Z5 and the fourth battery pack Z6 are connected in parallel
  • the total output voltage is the sum of X and Y after sequentially connecting the positive and negative terminals of the output terminal, as shown in Figure 3(a )
  • battery pack 1 Z1 and battery pack 2 Z2 adopt the wiring method shown in FIG. 1(b)
  • battery pack 3 Z5 and battery pack 4 Z6 adopt the wiring method shown in FIG. 1(b)
  • the corresponding output terminals are connected in sequence.
  • the first battery pack Z1 and the second battery pack Z2 are connected in series
  • the third battery pack Z5 and the fourth battery pack Z6 are connected in series
  • the total output voltage is 2X and 2Y after sequentially connecting the positive and negative terminals of the output terminal, as shown in Figure 3(b ) As shown.
  • battery pack 5 As shown in (4), battery pack 5, battery pack 6, battery pack 7, battery pack 8, battery pack 9, battery pack 10 with the same electrical performance and voltage X (the positions in the figure from left to right)
  • the connection is made up.
  • the positive electrode of the battery pack 5 is connected to the A5 terminal.
  • the A5 terminal can be connected to the B5 terminal or the C5 terminal.
  • the C5 terminal is connected to the C6 terminal.
  • the B5 terminal is connected to the positive electrode of the battery pack 6 and the W1 terminal.
  • the S2 terminals are connected, the W1 terminal and the S1 terminal can be disconnected or turned on, the negative electrode of the battery pack 5 is connected to the B6 terminal, B7 terminal, B8 terminal, W3 terminal, the A6 terminal can be selected to be connected with the B6 terminal or C6 terminal
  • the A6 terminal is connected to the negative electrode of the battery pack six
  • the S1 terminal is connected to the B9 terminal, B10 terminal, B12 terminal, and the positive electrode of the battery pack ten.
  • the S2 terminal can be disconnected or turned on with the W2 terminal, and the W2 terminal is connected to The C7 terminal is connected, the A7 terminal is connected to the negative electrode of the battery pack 7, the A7 terminal can be connected to the B7 terminal or the C7 terminal, the A8 terminal is connected to the negative electrode of the battery pack 8, the A8 terminal can be selected to be connected to the B8 terminal or C8 The terminals are connected, the C8 terminal is connected to the C9 terminal, the positive electrode of the battery pack 7 is connected to the A9 terminal, the A9 terminal can be connected to the B9 terminal or the C9 terminal, and the A10 terminal is connected to the positive electrode of the battery pack 8, A10 The terminal can be connected to the B10 terminal or C10 terminal.
  • the C10 terminal is connected to the C11 terminal.
  • the A11 terminal is connected to the negative electrode of the battery pack 9.
  • the A11 terminal can be selected to be connected to the B11 terminal or C11 terminal.
  • the positive electrode is connected to the A12 terminal, the A12 terminal can be connected to the B12 terminal or the C12 terminal, the C12 terminal is connected to the C13 terminal, the A13 terminal is connected to the negative electrode of the battery pack ten, and the A13 terminal can be selected to the B13 terminal or C13 terminal phase
  • the B13 terminal is connected to the B11 terminal and the S3 terminal, and the S3 terminal can be selected to be on or off with the W3 terminal.
  • terminal S1 and terminal W1 are closed and connected, terminal A5 and terminal B5 are closed and connected, terminal A6 and terminal B6 are closed and connected, terminal S2 and terminal W2 are disconnected, terminal A7 and terminal B7 are connected Connected, A8 terminal is connected to B8 terminal, A9 terminal is connected to B9 terminal, A10 terminal is connected to B10 terminal, A11 terminal is connected to B11 terminal, A12 terminal is connected to B12 terminal, A13 terminal It is connected to the B13 terminal, and the S3 terminal is connected to the W3 terminal, so that the battery pack five, battery pack six, battery pack seven, battery pack eight, battery pack nine, battery pack ten are connected in parallel, and the total output voltage is X.
  • terminal S1 and terminal W1 are closed and connected, terminal A5 and terminal C5 are closed and connected, terminal A6 and terminal C6 are closed and connected, terminal S2 and terminal W2 are disconnected, terminal A7 and terminal B7 are connected
  • A8 terminal is connected with C8 terminal
  • A9 terminal is connected with C9 terminal
  • A10 terminal is connected with B10 terminal
  • A11 terminal is connected with B11 terminal
  • A12 terminal is connected with C12 terminal
  • the connection makes the total output voltage 2X.
  • the S1 terminal is disconnected from the W1 terminal, the A5 terminal and the C5 terminal are closed and conducted, the A6 terminal and the C6 terminal are closed and conducted, the S2 terminal and the W2 terminal are conductively connected, and the A7 terminal and the C7 terminal are conductive Connected, A8 terminal is connected to B8 terminal, A9 terminal is connected to B9 terminal, A10 terminal is connected to C10 terminal, A11 terminal is connected to C11 terminal, A12 terminal is connected to C12 terminal, A13 terminal Connected with C13 terminal, S3 terminal and W3 terminal are disconnected, so that battery pack five, battery pack six, battery pack seven are connected in series, battery pack eight, battery pack nine, battery pack ten are connected in series, and then connected in parallel Make the total output voltage 3X.
  • the equivalent battery pack is composed of a single battery cell with substantially the same electrical performance suitable for parallel use or a battery pack with a plurality of battery cell strings and parallel connection, which is basically suitable for parallel use.
  • the above embodiment may have other states: as shown in FIG. 1, all endpoints are disconnected, that is, endpoint A1 is disconnected from endpoints B1 and C1, endpoint B2 is disconnected from endpoints A2 and C2, and there is no connection between each equivalent battery pack. Connected, the battery body has no output voltage; there are also two states where the battery body has no output voltage: a. End point A1 is disconnected from end point B1, end points A1 and C1 are on, and end point B2 is disconnected from end points A2 and C2; b Endpoint A1 is disconnected from endpoints B1 and C1, endpoint B2 is disconnected from endpoint A2, and endpoints B2 and C2 are turned on.
  • the above-mentioned endpoints can be turned on or off directly by a switch, or automatically under control, such as control relays, contactors and other switching. Due to the switching method, there is basically no additional power loss when outputting after voltage conversion.
  • the power battery is used due to differences in the performance of the battery cells, it may form an imbalance between the internal equivalent battery pack voltage and stored power, etc., and an internal balance line can be set up for the balance between the battery packs.
  • the battery body is provided with a DC-DC converter. By switching the output path or/and adjusting the output voltage of the DC-DC converter, the battery body can output different voltages, which is also a method for achieving voltage selection.
  • the battery pack has different options for direct output or output via a DC-DC converter, which is switched with a switch/relay/contactor.
  • the DC-DC converter can be a fixed output voltage type or a voltage regulator type. With a voltage-regulating DC-DC converter, when the voltage range meets the requirements, the direct output line may not be provided.
  • a bidirectional DC-DC converter can be used; as shown in Figure 5(a), the battery pack is directly externally powered; as shown in Figure 5(b), the battery pack delivers electrical energy to DC-DC converters use DC-DC converters to process electrical energy and then output electrical energy to the outside.
  • Another state can also be added in Figure 5: all contacts are disconnected, the battery body has no output voltage or some terminals are connected, but still cannot form an output.
  • the voltage can be selected, and the output of the DC-DC converter will increase the power loss, but when the DC-DC converter is a voltage regulator, more optional voltages can be set, or the voltage is within a certain range Continuously adjustable inside.
  • the above power battery voltage is optional, and the parameters such as discharge current at different output voltages are also changed.
  • the corresponding control management methods can also be changed, such as the battery fuse protection method.
  • the voltage can be selected before the battery is installed in the vehicle, or after the battery is installed in the vehicle.
  • control methods available, such as direct push switch switching, or switching through relays and contactors, there is a battery management system (BMS) power battery, the vehicle's energy management system can communicate with BMS and jointly manage and control, through the assistance of the battery Circuits drive implementation.
  • BMS battery management system
  • Control can be implemented with existing technology or with innovative methods, which will not be elaborated here.
  • a quick-change interface for quick disassembly and assembly may be provided.
  • the quick-change interface includes a main electrical interface, and the battery body is connected to a new energy vehicle when in use.
  • the optional voltage design is used for quick-change power batteries, which can greatly enhance the applicability of quick-change power batteries and form a quick-change power battery with strong versatility, that is, quick-change general-purpose power batteries.
  • FIGS. 6-8 it is an embodiment of a quick-change general-purpose power battery.
  • the recessed area on the battery body is provided with an electrical connector 6 and an internal insulating fixing member 7 of the quick-change interface.
  • the electrical connector 6 includes a main An electrical connector and an auxiliary electrical connector that may be on the battery body at the same time.
  • the electrical connector 6 and the internal insulation fixing member 7 are components for realizing electrical connection, which are the prior art, and the specific connection mode is not elaborated in the present invention.
  • An insulating base surface 8 is provided in the recessed area, and the electrical connector 6 and the internal insulating fixing member 7 are located below the insulating base surface 8.
  • main models of quick-change general-purpose power batteries are formed into a system. Due to the strong applicability of the quick-change general-purpose power battery, a small number of main models of the system can be selected and replaced by most new energy vehicles.
  • the main installation size of the battery body is the same. It can be installed in the same type of battery compartment or other components used to connect and install the battery. It is the same main model, and it is the main model of the general-purpose power battery for selection and replacement of various new energy vehicles. No more than 8 kinds. When necessary, the shape and size of batteries of the same main model can be changed accordingly on the premise of meeting the requirements of interchangeable installation.
  • the main model of the power battery in GM refers to: the newly launched or the original main model of the quick-change type general power battery, which has a reasonable design and a wide range of applications (new energy vehicles), and is still indeed provided to various new energy vehicles Adopted, not in any way notified to suspend the selection of new energy vehicle models. No model is adopted or adopted, and it has not been widely distributed at the corresponding power exchange point for a long time. It is not counted if it is not really popularized. After the main shape and installation dimensions of the original main model have been changed, the original main model name can be used, and the original main model is no longer universal.
  • Battery type refers to different battery types, such as: lead-acid batteries, nickel-metal hydride batteries, lithium-ion batteries.
  • Battery type refers to different types in the same category, such as: lithium manganate battery, lithium cobalt oxide battery, lithium iron phosphate battery, lithium titanate battery, nickel cobalt manganese ternary lithium ion battery, nickel cobalt aluminum Ternary lithium-ion batteries, etc.
  • Different types and types of batteries can be used in different individuals of the same main model power battery for interchange use. After the main model is implemented, it can continue to be used to maintain the stability of the quick-change general power battery system.
  • connection and combination of cells in different individuals of the same main model power battery can also be different.
  • subdivision models can be used.
  • FIG. 9 it is an embodiment of a quick-change universal power battery system.
  • the system has fewer main models and is easy to configure
  • the main model of the quick-change general-purpose power battery shown in Figure 9(a) is A.
  • the size, length, width and height of the power battery excluding the mounting side are 900mm, 600mm and 120mm.
  • the interface area adopts a recessed structure and the rated voltage can be two levels. Selection: 96V, 192V (due to different types and types of batteries can be used in different individuals of the same main model power battery, the rated voltage of the same main model is not the same, there is a range, specific sub-model rating The voltage value is one of them, the same below).
  • the main model of the quick-change general-purpose power battery shown in Figure 9(b) is B.
  • the size, length, width, and height of the power battery are 1000mm, 820mm, and 120mm, respectively.
  • the interface area adopts a recessed structure, and the rated voltage can be two levels. Choice: 192V, 384V.
  • the main model of the quick-change universal power battery shown in Figure 9(c) is C.
  • the size, length, width and height of the power battery are 1200mm, 1000mm and 120mm excluding the mounting side.
  • the interface area adopts a recessed structure and the rated voltage can be in two gears. Choice: 192V, 384V.
  • the main model of the quick-change general-purpose power battery shown in Figure 9(d) is D.
  • the size, length, width and height of the power battery excluding the mounting side are 1480mm, 1180mm and 120mm respectively.
  • the interface area adopts a recessed structure and the rated voltage can be two levels. Choice: 384V, 768V.
  • the main model of the quick-change universal power battery shown in Figure 9(e) is E.
  • the size of the power battery is 560mm, 400mm, and 350mm respectively.
  • Two sets of quick-change interfaces are provided, which can be installed from two directions.
  • the area adopts a concave structure, and the rated voltage is available in two gears: 96V and 192V.
  • Each of the above models can be provided with an independent liquid temperature control circuit, that is, the liquid temperature control circuit components are all set on the power battery (the external heat exchanger is set on the surface position of the battery), which is suitable for mutual exchange while ensuring the battery temperature control capability. Change to use.
  • passenger cars mainly use the quick-change universal power battery system in the embodiment of the mechanical quick-change bottom-mounted universal power battery (main models: A, B, C, D), which are mainly installed in passenger cars Bottom position.
  • main models: A, B, C, D which are mainly installed in passenger cars Bottom position.
  • Figure 10 is a plan view of the main body after removing the installation edges of the four types of batteries of A, B, C, and D.
  • Figure 11 is a top view of four sizes of new energy passenger cars, according to the size from small to large: 1, 2, 3, 4, marked with wheelbase and the size of the main area of the mechanical quick-change bottom-mounted universal power battery .
  • Figure 12 shows the models and numbers of four types of new energy passenger cars that can be arranged with mechanical quick-change bottom-mounted universal power batteries.
  • the voltage of the mechanical quick-change bottom-mounted universal power battery can be selected according to the setting range of its own voltage platform.
  • trucks can use various main models in the embodiment of the quick-change universal power battery system, including mechanical quick-change bottom-mounted universal power batteries (main models: A, B, C, D) and mechanical quick-change side-mounted universal Power battery (main model E).
  • main models A, B, C, D
  • main model E mechanical quick-change side-mounted universal Power battery
  • Fig. 13(a) is a mini truck.
  • the length, width and height of the mini truck are 4850mm, 1600mm and 2100mm respectively, and the wheelbase is 2600mm.
  • a C-type mechanical quick-change bottom-mounted universal power battery is installed.
  • the voltage can be 192V or 384V.
  • Fig. 13(b) is a light truck.
  • the length, width and height of the light truck are 5980mm, 2050mm and 2360mm, and the wheelbase is 3360mm.
  • Two B-type mechanical quick-change bottom-mounted general-purpose power batteries are installed.
  • the B-type battery voltage is 192V or 384V.
  • Two B-type batteries are connected in series and the voltage is 384V or 768V.
  • Fig. 13(c) is a light truck (van).
  • the length, width, and height of the light truck are 5980mm, 2050mm, and 2900mm, and the wheelbase is 3360mm. It is the same as that in Fig. 13(b). The difference is that the van is a van.
  • Four E-type mechanical quick-change side-mounted general-purpose power batteries are installed. The voltage of the E-type battery is 96V or 192V. The four E-type batteries are connected in series and the voltage is 384V or 768V.
  • Fig. 13(d) is a semi-trailer tractor (heavy truck).
  • the body length, width and height of the tractor are 6920mm, 2500mm and 3000mm, and the wheelbase is 3300+1350mm.
  • Six E-type mechanical quick-change side-mounted general-purpose power batteries were installed.
  • the voltage of the E-type battery was 192V, and six E-type batteries were connected in series to form a set with a voltage of 1152V.
  • Fig. 13(e) shows a semi-trailer whose body length, width and height are 12200mm, 2480mm and 1580mm respectively. Twelve E-type mechanical quick-change side-mounted general-purpose power batteries were installed. The voltage of the E-type battery was 96V, and 12 E-type batteries were connected in series to form a set with a voltage of 1152V.
  • Passenger cars mainly use the mechanical quick-change bottom-mounted universal power battery (main models: A, B, C, D) in the embodiment of the quick-change universal power battery system.
  • Mechanical quick-change side-mounted universal power batteries (main model E) can also be used on large passenger cars.
  • Fig. 14(a) is a light passenger car.
  • the length, width and height of the light passenger car are 6000mm, 2080mm and 2520mm, and the wheelbase is 3800mm.
  • Two C-type mechanical quick-change bottom-mounted universal power batteries are installed.
  • the voltage of the C-type battery is 192V or 384V.
  • the two C-type batteries are connected in series and the voltage is 384V or 768V.
  • Fig. 14(b) is a medium-sized passenger car.
  • the length, width and height of the medium-sized passenger car are 8720mm, 2380mm and 3340mm respectively, and the wheelbase is 4000mm.
  • Four B-type mechanical quick-change bottom-mounted general-purpose power batteries are installed.
  • the voltage of the B-type battery is 192V, and four B-type batteries are connected in series to form a set with a voltage of 768V.
  • Fig. 14(c) is a large passenger car.
  • the length, width and height of the large passenger car are 12060mm, 2560mm and 3380mm, and the wheelbase is 5800mm.
  • D-type battery voltage is 384V
  • 3 B-type batteries are connected in series
  • the voltage is 1152V
  • E-type The battery voltage is 96V
  • 8 E-type batteries are connected in series, and the voltage is 768V.
  • the embodiment of the quick-change universal power battery system can be universally applied in passenger cars, trucks, and passenger cars.
  • you can use the applicable voltage range according to your own design ideas.
  • the quick-change universal power battery system embodiment can also be applied to other new energy vehicles such as low-speed electric vehicles (also known as low-speed electric vehicles) and other vehicles.
  • the quick-change general-purpose power battery system can form a single-digit main type power battery to meet the needs of most models, thereby popularizing the situation of power exchange applications. Based on this, the power exchange points can be widely distributed to realize the universal power exchange of new energy vehicles.
  • the quick-change general-purpose power battery system can adjust the main model in the system if necessary.
  • a new system can be designed to gradually replace the original system.
  • a vehicle adopting a quick-change general-purpose power battery has a quick-change interface corresponding to the battery body.
  • Vehicles include those with driving force and those without driving force, such as trailers and semi-trailers.
  • the powered cars other cars can be towed as the driving master car, and the towed car (which can be powered or unpowered) can be used as the slave car.
  • One way to drive the main vehicle with a quick-change universal power battery is to use a quick-change universal power battery installed on the vehicle to power the main drive vehicle.
  • the driving main vehicle is powered by a quick-change type universal power battery installed from the vehicle.
  • the first implementation is shown in FIG. 15, which shows the structural diagram of a container truck.
  • the vehicle consists of a semi-trailer tractor 28 and a semi-trailer. 29. Container 30.
  • the semi-trailer tractor 28 is the driving master vehicle, and the driving master vehicle and the slave vehicle are respectively provided with power batteries. Since the driving main vehicle is equipped with a power battery, the driving main vehicle can be used independently.
  • the secondary vehicle is provided with a power battery, which is connected to the interface on the driving main vehicle through a cable and a connection connector to supply power to the driving main vehicle, which can greatly increase the cruising range of the car.
  • the semi-trailer tractor can be connected to different semi-trailers with quick-change universal power batteries.
  • the driving main vehicle is powered by a quick-change universal power battery installed from the vehicle.
  • the second implementation (not shown): the driving main vehicle drives the power battery trailer.
  • the power battery trailer has no power.
  • the main body is composed of a power battery and is equipped with a frame ( Can be combined with battery rack or battery shell), wheels, as a slave car connected to the quick-change interface on the drive main car through cables and connection joints, dedicated to power the drive main car, increase the cruising range, and can be replaced.
  • the power battery trailer has a variety of optional voltages, and it is also a special quick-change general-purpose power battery (not included in the front quick-change general-purpose power battery system), and can have a variety of models.
  • the quick-change universal power battery may be installed on the driving main vehicle, or only a non-universal power battery or no power battery may be installed.
  • the vehicle control system controls the power output (power supply) of the power battery, vehicle driving, power battery charging, etc., and jointly manages the power battery with the power battery management system.
  • the vehicle control system includes a central control unit.
  • the central control unit receives signals from an accelerator pedal, a brake pedal, and a gear lever.
  • the cab display console, energy management system and drive control unit have bidirectional control signal flow, the cab display console, energy management system also have bidirectional control signal flow, and the energy control system also has bidirectional control signal flow with the power battery and charging control unit
  • the power battery and the drive control unit have bidirectional energy transfer, the charging control unit controls the charging of the power battery, the drive control unit is connected to the drive motor, and the drive motor is connected to the mechanical transmission device, and the mechanical transmission device is provided with wheels on both sides.
  • the power battery is also connected with an auxiliary power source, the auxiliary power source is connected with a power steering system, the power steering system is connected with a steering wheel, and the auxiliary power source is also connected with an air conditioner and a lighting auxiliary device.
  • FIG. 17 is the second embodiment: a schematic diagram of the partial structure of the vehicle control system of a pure electric vehicle.
  • the vehicle control system mainly differs in that the power battery is replaced by a plurality of independent power battery sets (in FIG. 16 The power battery is a set).
  • Embodiment 1 and Embodiment 2 are vehicle control systems for pure electric vehicles. Other types of new energy vehicles have similar principles in power battery power supply, drive control, and charging control.
  • Power battery pack refers to a group of power batteries composed of several power batteries that can independently supply new energy vehicles (referring to the main power supply for vehicle driving).
  • the battery packs of the battery pack are no longer divided into different types after they are normally installed on the vehicle.
  • Part of the power supply for the car is a whole power supply unit (if there are batteries connected in parallel in the cluster, the battery can be powered if it is not fully installed, this is a different state of the same cluster).
  • the vehicle has multiple power battery packs at the same time.
  • the number of quick-change general-purpose power batteries installed in a new energy vehicle is large and it is not suitable to be combined into a power battery pack, it can be divided into multiple power battery packs and the vehicle also has multiple power battery packs.
  • the vehicle includes a power distribution control unit, which can control the joint power supply of two or more independent power battery sets, and can switch between the combined power supply and the single set power supply or between different combined power supply combinations.
  • the switching of the battery controls the change of the power consumption sequence of each cluster.
  • the power battery cluster is composed of several power batteries.
  • New energy vehicles with multiple power battery packs can be switched to be powered by different power battery packs, but the load capacity of a power battery pack is relatively small, especially when the storage capacity of the battery pack is relatively small. Affect the power performance of the vehicle (and in this case, the battery discharge rate is large, and the discharge rate of the power battery affects the performance of the power battery. Generally, when the discharge rate is large, the effective power that the power battery can output decreases, and often the large rate discharge will affect the power. The battery caused significant damage).
  • the joint power supply of two or more independent power battery clusters Through controlling the joint power supply of two or more independent power battery clusters through the power distribution control unit, the overall load capacity of the joint power supply is greater than that of the single cluster power supply. When the joint power supply is used, the discharge rate of the power supply battery drops, which can effectively solve or reduce the above problem.
  • the vehicle can also switch between the combined power supply of multi-set power batteries and the power supply of single set power batteries, or between different combined power supply combinations as needed.
  • the vehicle uses low power, such as low-speed driving, it uses a single set of power batteries to supply power, and when the vehicle uses high power, such as high-speed driving or climbing, it uses a multi-set of power batteries to provide power.
  • each set is controlled to provide different proportions of power supply. It can also determine the priority group for electricity consumption according to the vehicle usage. The priority group for electricity consumption first runs out of electricity and arranges for replacement or charging.
  • the switching may also be to switch the number of combined power battery packs, and to switch between the combined power supply with a small number of sets and the combined power supply with a large number of sets.
  • the above-mentioned power battery packs may be installed on the own vehicle, or may be installed on the slave vehicle driven by the driving master vehicle, or separately installed on the driving master vehicle and the slave vehicle.
  • the combined power supply mainly refers to the main power supply for driving the vehicle.
  • the auxiliary power supply on the vehicle can be taken in the combined power supply, or can be taken before the combined power supply (the power can be taken from a single group), which is not distinguished and described in the present invention.
  • a power distribution control unit including a multi-input DC-DC converter or DC-AC converter, through which two or more power battery packs pass the multi-input DC-DC converter or DC-AC Inverter combined power supply.
  • its structure includes a dual-input DC-DC converter, which connects the power battery pack 2 to one input end of the corresponding DC-DC converter, and the other input end of the DC-DC converter There is a single-pole double-throw switch.
  • the single-pole double-throw switch is in state one, as shown in FIG. 18(a)
  • the power battery pack 1 is connected to the other input terminal of the DC-DC converter; when the single-pole double-throw switch is in state two At the time, as shown in Fig.
  • the other input terminal of the DC-DC converter has no input; when the single-pole double-throw switch is in the state three, as shown in Fig. 18(c), the power battery set two is connected at the same time To the other input of the DC-DC converter.
  • the single-pole double-throw switch can be a contact of a relay or a contactor under control.
  • the combined power supply of power battery group one and power battery group two can be realized. As shown in Figure 18(b) or as shown in Figure 18(c), it is powered by the power battery pack two single set, where as shown in 18(c) two of the dual input DC-DC converter The input terminals are powered by the power battery set two. As shown in FIG. 18(b), one input end of the dual-input DC-DC converter is powered by the power battery set two, and the other input has no input. Only one of the methods is used to input the characteristics of the DC-DC converter.
  • the power distribution control system includes a multi-input DC-DC converter or DC-AC converter, and the multi-input DC-DC converter or DC-AC converter is connected with two or more power battery sets, Two or more power battery packs can realize joint power supply through the multi-input DC-DC converter or DC-AC converter.
  • the state of disconnection of the power battery pack 2 can also be transformed, and the state of the power battery pack 1 being connected to the input end of the DC-DC converter (connecting one or both input ends at the same time) can realize power.
  • the battery pack is powered by a single pack.
  • the power distribution control unit can control the power supply from the power battery group one or the power battery group two single group, or can control the power supply from the power battery group one and the power battery group two to switch according to need.
  • power battery pack 1 If power battery pack 1 is required to be used with priority, switch between power supply of battery pack 1 to a single set and joint power supply; if power battery pack 2 is required to be used with priority, power is supplied to power battery set 2 to a single set And joint power supply, which can control the change of power consumption order of each cluster.
  • a multi-input DC-AC converter can be used, that is, the inverter used uses a multi-input inverter, so there are fewer parts to add to the joint power supply in the car.
  • the DC-AC converter inverter
  • the input terminal can be connected to multiple power battery sets to achieve joint power supply, or it can be switched to single set power supply through circuit conversion.
  • the method refer to the above multi-input DC-DC converter switching method.
  • the number of input terminals of the multi-input DC-DC converter or DC-AC converter is determined according to the number of power battery packs, which can effectively realize the joint power supply of multiple power battery packs.
  • the power distribution control unit can control the combined power supply of different sets of power batteries or/and multi-sets of power batteries to respectively supply power to different drive axles or drive motors of different wheels through different power supply paths.
  • Both the power battery pack 1 and the power battery pack 2 manage their input electric energy through the power distribution control unit, and transmit the electric energy to the front axle drive motor of the car through the drive control unit And rear axle drive motor. As shown in FIG.
  • the power battery group one is connected to the first input terminal of the power distribution control unit; the power battery group two is connected to the second input terminal of the power distribution control unit to drive
  • the control unit sends the electrical energy output from the first output connected to the first input of the power distribution control unit to the front axle drive motor, while the drive control unit outputs the second output connected to the second input of the power distribution control unit
  • the electrical energy is delivered to the rear axle drive motor; as shown in Figure 20, when the distribution controller is in state two, the power battery cluster 1 is connected to the first input terminal of the power distribution control unit; the power battery cluster 2 is connected to the power distribution The second input terminal of the control unit, the drive control unit sends the electric energy output from the second output terminal connected to the first input terminal of the power distribution control unit to the rear axle drive motor, and at the same time, the drive control unit sends the second input terminal of the power distribution control unit The electrical energy output from the connected first output is sent to the front axle drive motor; as shown in Figure 21, when the power distribution control unit is
  • the second input terminal of the power distribution control unit is not connected to the first output terminal and the second output terminal;
  • the power battery cluster 1 is connected to the first input terminal of the power distribution control unit;
  • the power battery cluster 2 is connected to the second input terminal of the power distribution control unit,
  • the drive control unit sends the electrical energy output from the first output connected to the first input of the power distribution controller to the front axle drive motor.
  • the second input of the power distribution control unit is not connected to the first output or the second output. ⁇ End connection.
  • the power battery set 1 and the power battery set 2 respectively supply power to the front axle drive motor and the rear axle drive motor; in the case of FIG. 21, the power battery set 1 and the single set simultaneously supply power to the front and rear axle drive motors (Similar to the traditional method); In the case of Fig. 22, only the power battery pack 1 supplies power to the front axle drive motor.
  • the vehicle switches between FIG. 19, FIG. 21, and FIG. 22 according to the load condition, which can ensure that the vehicle-driven load and protect the battery from discharging too fast under the condition that the power battery pack first supplies power.
  • the method of FIG. 20 is to exchange the power supply path of FIG. 19, that is, the power battery set 1 and the power battery set 2 respectively supply power to the rear axle drive motor and the front axle drive motor. If the distribution controller uses the other two Power distribution path: Power battery cluster two single cluster powers the front and rear axle drive motors at the same time, and only power battery cluster two powers the front axle drive motor, then power battery cluster two becomes the priority power supply cluster.
  • the power distribution control unit can control the combined power supply of different sets of power batteries or/and multi-sets of power batteries to separately supply power to components or component combinations through different power supply paths.
  • the components or component combinations are drive bridges or different The drive motor of the wheel,
  • the number of converters can also solve the problems of insufficient load capacity and large battery discharge rate when a single set of power supplies (or a small number of combined power supply sets), and use the switching method to achieve priority power supply.
  • the charging source includes a charging control unit through which the charging source can jointly charge two or more independent power battery packs.
  • the charging source can be a single source of electrical energy or a combination of multiple sources of electrical energy.
  • New energy vehicles equipped with multiple sets of power batteries, or driving the main vehicle and the slave vehicle have power battery sets.
  • multiple chargers can be used to charge the power batteries of different clusters or a single power battery.
  • the single cluster is charged. , And then switch to the charging set after completion.
  • the charging control unit controls the charging source to charge two or more independent power battery sets through the same charger at the same time, which can effectively solve the above problems, and can be implemented in different ways.
  • the charging control unit controls the charging source to multi-charge the power batteries of different sets through the multi-output charger. See FIG. 23 for a schematic diagram of the structure: the charging control unit includes a multi-output charger, the first output terminal of the multi-output charger is connected to the power battery set one, and the second output terminal is connected to the power battery set two.
  • the multi-output charger includes a sub-charge control unit 1 and a sub-charge control unit 2.
  • the sub-charge control unit 1 controls the output of the first output terminal, that is, controls the charging of the power battery pack 1, and the sub-charge control unit 2 controls the second output
  • the output of the terminal is to control the charging of the power battery cluster two, so that the charging control unit can jointly charge multiple power battery clusters.
  • the above embodiment shows a charging control unit, which can control the charging source to multi-way charge the power batteries of different sets through a multi-output charger.
  • the fast charging stage for multiple power battery packs is completed by methods such as power distribution (or current distribution and simultaneous charging) or time distribution (alternating charging). Charging, this stage mainly does not waste the charging power of the charger within the acceptable range of each power battery set, and therefore does not increase the total charging time. Specifically, the existing technology can be used, which is not described here. In the slow charging stage, multiple sets are charged at the same time, and the charging time is saved due to overlapping time periods.
  • the above-mentioned multi-output charger can also charge only one cluster group according to actual needs, and cut off the charging of other cluster groups.
  • the charging source can be a single power source or multiple power sources (such as a power source with an external power source and a solar power source). Multiple power sources can be combined to charge, for example, it can be converted by multiple input power sources
  • the chargers are integrated together. In this example, it can also be a charger with multiple inputs and multiple outputs.
  • the communication protocol between the power battery management system and the new energy vehicle is adopted between the general power battery with optional voltage for the new energy vehicle and the new energy vehicle, and the type and type of the internal battery cell of the power battery or/and the power battery parameter are communicated through the communication protocol
  • the information is transferred to the energy management system of the new energy vehicle, which is used to control the charging process.
  • the power battery parameter information contains parameter information for different charging requirements for different types and types of power battery cells. Other power batteries on new energy vehicles can also use this protocol to communicate with new energy vehicles and control the charging process as needed.
  • FIG. 24 is a charging flowchart of an embodiment, including the following steps:
  • the energy management system communicates with the battery management system BMS to transmit information and data;
  • the energy management system judges the rechargeability of the battery. If it is not rechargeable, if it is abandoned, it can be recharged, and the charging mode selection and parameter configuration are performed;
  • the car charging control unit controls charging, and the energy management system maintains communication with the BMS and manages the entire charging process;
  • the energy management system judges the end of charging according to the information given by the BMS or/and the information given by the charging control unit, and ends the charging.
  • the information transmitted by communication in the above charging process includes the type and type of the internal battery cell of the power battery or the parameter information of the charging requirements that are different according to the type and type of the power battery cell.
  • Group, three batteries of different types and types are installed at different times under the same main model (the same type of battery is used for the power batteries that make up the group each time they are installed), see Table 1, and apply the above process to charge, When using 3 kinds of batteries, the set cut-off voltage and accuracy are different:
  • the internal battery adopts nickel-cobalt-manganese ternary lithium-ion battery, the nominal voltage of the group is 384.8V, and the charging cut-off voltage is 436.8V ⁇ 0.5%;
  • the internal battery adopts lithium iron phosphate battery, the nominal voltage of the group is 384V, and the charging cut-off voltage is 438V ⁇ 0.5%;
  • the internal battery adopts nickel-metal hydride battery, the nominal voltage of the group is 384V, and the charging voltage is 450 ⁇ 510V.
  • the energy management system communicates with the battery management system of each quick-change universal power battery, and Charge the battery in compliance with the requirements of each quick-change universal power battery.
  • the charging parameters and requirements of the cluster are determined by the charging parameters and requirements of each quick-change universal power battery combined with the structure of the cluster.
  • the charging cut-off voltage is the sum of the charging cut-off voltages of two quick-change general-purpose power batteries, and the accuracy is the same as that of a single quick-change general-purpose power battery.
  • the charge cut-off voltage and accuracy belong to the parameter information of different charging requirements for different types and types of power battery cells.
  • the energy management system controls the process of charging three batteries.
  • the charge cut-off voltage and accuracy are controlled at Within the corresponding requirements.
  • the vehicle simultaneously communicates with the external off-board charger and jointly manages the charging process. This is the prior art and will not be described in the present invention.
  • the energy management system has the following management and control capabilities:
  • the energy management system uses a communication protocol between the power battery management system and the new energy vehicle. Through this communication protocol, the internal battery cell type and type or/and power battery parameter information can be obtained.
  • the power battery parameter information includes information for the power battery.
  • the parameter information of different charging requirements for different types and types of cores. If the on-board charger on the new energy vehicle charges the power battery, or the off-board charger charges the power battery and is still charged by the car energy management system, energy management The system determines whether the power battery can be charged. If it is rechargeable, the car charger or off-board charger uses the car's charge control unit to charge the power battery according to the corresponding charging requirements for different types and types of internal batteries.
  • the energy management system and power battery management system of the new energy vehicle use the above communication protocol to communicate and control the charging process. If the off-board charger is charging, the off-board charger jointly controls the charging process through communication with the vehicle.
  • the battery cannot be charged to completion, but if the charging requirements of some stages are met, the stage that meets the charging requirements can also be charged, and the charging is completed after the stage is completed.
  • the charging parameters of the charger can also be charged, and the stage charging or non-charging that does not fully meet the requirements can be charged. Give up charging if it does not fully meet the requirements.
  • the off-board charger When the off-board charger charges a single power battery, the off-board charger can also communicate through the communication protocol between the off-board charger and the battery management system and directly control the charging process, that is, the energy management of the car in this case The system can charge without control.
  • the traditional car's energy management system Different from the traditional car's energy management system, it only manages the charging of batteries composed of different types of batteries that use the same type or the same type of charging requirements, because the same main model quick-change general-purpose power battery for interchange use Different types and types of batteries can be used inside different individuals.
  • batteries with different types and types of batteries need to be charged according to different requirements.
  • the quick-change universal power battery is directly charged without discrimination. Charging methods and requirements When it does not correspond, the quick-change universal power battery cannot accept charging, or cannot be effectively charged, or the charging may cause damage to the quick-change universal power battery.
  • the present invention can effectively solve the above problems.
  • New energy vehicle voltage optional universal power battery and vehicle energy management system adopts the communication protocol between the power battery management system and the new energy vehicle, and transmits the parameter information of the power battery load capacity to the new energy energy management system through the communication protocol
  • the control system of the car can select the power supply mode according to the parameter information of the load capacity of the power battery obtained by the energy management system.
  • Other power batteries on new energy vehicles can also use this protocol to transfer the parameter information of the load capacity of the power battery to the energy management system of the new energy.
  • the control system of the vehicle can also obtain the parameters of the load capacity of the power battery according to the energy management system. Information selects the power supply mode.
  • the power supply mode that the control system of the car can choose: power supply mode 1, power supply mode 2, power supply mode 3;
  • the power supply mode that the control system of the car can choose: power supply mode 2, power supply mode 3;
  • the power supply mode that the control system of the car can select is only: power supply mode 3.
  • the communication protocol between the power battery management system and the new energy vehicle can transfer the load capacity parameter information of the power battery to the corresponding new energy energy management system.
  • the vehicle control system can be obtained according to the energy management system
  • the parameter information of the load capacity of the power battery selects the power supply mode.
  • the load capacity of the cluster is determined by the structure of the cluster and the load capacity of the quick-change universal power battery.
  • two quick-change universal power batteries are connected in series, and the load capacity data of the cluster represented by current is the smaller one of the corresponding data in the two quick-change universal power batteries in the cluster.
  • the load capacity data expressed by the current in the group is the same as the load capacity data of the two quick-change universal power batteries (the set voltage is the sum of the two batteries, and the load capacity parameter is the sum of the two batteries if it is expressed in power).
  • the car adopts multiple power batteries to jointly supply power, or different sets of power batteries or/and multi-group power batteries to provide power through different power supply paths for different drive axles or different wheel drive motors, corresponding new energy
  • the car can determine the corresponding mode selection according to the load capacity of each cluster and the joint mode.
  • Different types and types of batteries can be used in different individuals of the same main model for quick-change general-purpose power batteries.
  • the load capacity varies greatly.
  • the load capacity may also be very different. No distinction is made, which may cause damage to the battery or uncoordinated power control.
  • the present invention can effectively solve the above problem, that is, according to the load capacity of the replaced battery, the corresponding available power supply mode is adopted, so that the vehicle model is good for different batteries Adaptability. It will not cause additional damage to the battery.
  • the vehicle model can also preset a high-power power supply mode under the premise that other components have the capacity.
  • the load capacity of the battery is higher than the current available battery under the main model of the quick-change universal power battery used in the vehicle model. With the launch of new batteries in the future, when the load capacity meets the requirements, this power supply mode can be selected to achieve the high power performance preset by the vehicle model.
  • the communication protocol can also be used for communication between other power batteries and cars, and realizes the charging control of power batteries using different types and types of batteries through communication, and selects the power supply mode according to the parameter information of the load capacity of the power battery.
  • the replacement battery is different from the previous one, which has practical significance.
  • Table 1 Part of the parameters of the three quick-change universal power batteries installed in the power battery pack of a certain model
  • Table 2 The requirements of a vehicle model to select the power supply mode according to the load capacity parameters of the quick-change universal power battery installed in the power battery pack

Abstract

一种新能源汽车电压可选的通用动力电池，动力电池本体通过内部变动可输出不同的电压。其中一种方法为：通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小。该动力电池可适用多种电压平台，有利于动力电池的标准化。结合应用快换接口，并通过合理的外形、结构、功能等设计，可定型不超过8种主型号的快换型通用动力电池组成系统，满足大多数新能源车型选用及换电的需要。

Description

一种新能源汽车电压可选的通用动力电池 技术领域
本发明涉及新能源汽车动力电池领域，具体涉及一种新能源汽车电压可选的通用动力电池。
背景技术
新能源汽车大多通过电力驱动，电能来源于车载的其它能源发电或外部充电，电力驱动的新能源汽车一般需要采用动力电池进行电能的储存和输出。新能源汽车类型、品牌、型号众多，配置的动力电池也是型号众多，设计各不相同，因此制造批次多，单种型号产量少，各种型号质量也参差不齐。通过合理的外形、结构、功能等设计，可形成一系列标准型的动力电池供各种新能源汽车选用，形成规模效应，形成高质量的动力电池系列。
但是因各种新能源汽车选用的电压平台不同，需要的动力电池的电压范围有较大差异。如果是一辆车需要多个动力电池组合使用的新能源汽车，不同车对需要选用的组合用的动力电池的电压范围要求同样也会不同，因此不同新能源汽车选用动力电池时在外形尺寸、储存容量等符合要求的情况下，电压存在不能匹配情况。
发明内容
本发明所要解决的技术问题是提供一种通过内部变换可输出不同电压的动力电池，提高动力电池的适用性，有利于动力电池的标准化。
本发明解决上述技术问题所采用的技术方案为：一种新能源汽车电压可选的通用动力电池，所述电池本体通过内部变动可输出不同的电压。
优选地，通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
优选地，电池本体内设置有DC-DC变换器，通过切换输出路径或/和调节DC-DC变换器的输出电压，电池本体可输出不同的电压。
在合理的外形、结构、功能等设计的基础上，再结合电压可选设计适用多种电压平台，增加动力电池在各种新能源汽车上的适用性，可形成标准化、模块化的动力电池， 供多种新能源汽车选用，形成规模效应。
优选地，电池本体上还设置有用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接，动力电池成为快换型通用动力电池。
本发明的另一目的，是提供一种通用动力电池与车的通讯协议，该通讯协议适应通用动力电池的不同个体的变化。对于同一主型号通用动力电池不同个体的差异，车与动力电池管理系统之间通信传递相关信息，可以管理对不同个体动力电池的合理充电，还可根据不同个体动力电池的负载能力合理配置供电，实现车对不同个体动力电池的适应性。该通讯协议也可适用于其它动力电池与车的通讯。
优选地，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池内部电芯类别及种类或/和动力电池参数信息至新能源汽车的能源管理系统，用于管控充电过程，所述动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。
优选地，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
本发明的一个重要目的，是形成快换型通用动力电池系统，以普及换电应用。
优选地，所述电池本体的主要安装尺寸相同可安装于同一种电池舱或其他用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。结合动力电池形态、结构、尺寸等的设定，定型几款主型号的所述快换型通用动力电池组成系统。
优选地，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
以少量型号的快换型通用动力电池组成的系统(系统中动力电池的主型号不超过8种)，达到大多数新能源车型可以选用及换电的目的，可普及新能源汽车的快速换电。用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，以包容多种类别及种类动力电池的应用，还可在动力电池技术发展中延续各主型号的使用。
本发明的另一目的，是提供一种与快换型通用动力电池相适配的车。
采用所述的动力电池的车，包括车体，所述车体设置有与电池本体对应的快换接口。
优选地，所述车体为有驱动机构的主车，可连接从车，并且所述从车可更换，所述从车安装有所述动力电池，所述动力电池为主车供电，主车带动从车。
当车上按需安装多个动力电池集组时，通过对多集组联合供电与单集组供电的切换，还可在车的行程中按照充换电条件合理安排各集组的用电计划，同时满足车的供电需要。
本发明的又一目的，是提供一种用于电压可选的通用动力电池的控制系统。
优选地，所述的车包括配电控制单元，所述配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。
优选地，所述的车包括配电控制单元，所述配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，所述部件或部件组合为驱动桥或不同车轮的驱动电机，所述动力电池集组由若干动力电池组成。
优选地，所述的车包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电，所述动力电池集组由若干动力电池组成。多个集组动力电池按需实施联合充电或部分充电过程联合充电，可提高充电效率。
优选地，所述的车包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，所述能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
优选地，所述的车包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池负载能力的参数信息，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供 电模式。
与现有技术相比，本发明的优点在于将动力电池设计成通过内部变动可输出不同的电压，提高动力电池的适用性，有利于动力电池的标准化。快换型动力电池采用电压可选设计(还可结合其它提高适用场合的设计)可形成快换型通用动力电池，并可定型少量主型号组成快换型通用动力电池系统，即可满足大多数新能源汽车的选用和换电需要，以普及换电应用。
附图说明
图1为本发明的电池本体内部电路切换示意图之一；
图2为本发明的电池本体内部电路切换示意图之二；
图3为本发明的电池本体内部电路切换示意图之三；
图4为本发明的电池本体内部电路切换示意图之四；
图5为本发明的电池电压切换和选择示意图；
图6为本发明的快换接口的位置示意图；
图7为本发明的快换接口部位的剖视图；
图8为图7中A部分的放大图；
图9为本发明动力电池系统例中不同型号动力电池的结构示意图；
图10为本发明不同尺寸的机械快换底置型通用动力电池示意图；
图11为本发明四种尺寸新能源乘用车的俯视示意图；
图12为本发明四种尺寸新能源乘用车可布排机械快换底置型通用动力电池的型号与数量的示意图；
图13为快换型通用动力电池系统例中动力电池在货车中应用的示意图；
图14为快换型通用动力电池系统例中动力电池在客车中应用的示意图；
图15为本发明主车和从车的结构示意图；
图16为一辆纯电动汽车的车辆控制系统的结构示意图；
图17为一辆纯电动汽车的车辆控制系统的局部结构示意图；
图18为本发明多个动力电池联合供电示意图；
图19为本发明中动力电池集组的电能管理示意图之一；
图20为本发明中动力电池集组的电能管理示意图之二；
图21为本发明中动力电池集组的电能管理示意图之三；
图22为本发明中动力电池集组的电能管理示意图之四；
图23为本发明的动力电池集组联合充电示意图；
图24为本发明中车的充电流程图。
具体实施方式
以下结合附图实施例对本发明作进一步详细描述。
本发明所指新能源汽车包括所有安装有动力电池的汽车。本发明还应用于其它可安装电压可选的通用动力电池的车辆。
如附图所示，一种新能源汽车电压可选的通用动力电池，所述电池本体通过内部变动可输出不同的电压。
通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
如附图1所示，电性能相同且电压均为X的电池组一Z1和电池组二Z2，电池组一Z1的正极连接端点A1，负极连接端点A2，电池组二Z2的正极连接B1端点，负极连接端点B2，端点C1和C2通过导线连接，端点A1可选择的与端点B1导通、C1断开或与端点B1断开、C1导通。端点B2可选择的与端点A2导通、C2断开或与端点A2断开、C2导通。图1(a)显示了电池组一Z1与电池组二Z2的一种连接状态，端点A1和端点B1导通，端点A1和端点C1断开。端点A2和端点B2导通，端点B2和端点C2断开，电池组一Z1和电池组二Z2之间为并联连接，此时输出的电压为X。如图1(b)显示了电池组一Z1与电池组二Z2的另一种状态，端点A1和端点C1导通，端点A1和端点B1断开，端点B2和端点C2导通，端点B2和端点A2断开，电池组一Z1和电池组二Z2之间为串联连接，此时输出的电压为2X。
如图2所示，将图1所示的整体结构作为第一动力电池组时：将两个完全相同的第一动力电池组分别命名为第一动力电池组一Z3和第一动力电池组二Z4，第一动力电池组一Z3的正极连接端点A3，负极连接端点A4，第一动力电池组二Z4的正极连接B3端点，负极连接端点B4，端点C3和C4通过导线连接，端点A3可选择的与端点B3导通、C3断开或与端点B3断开、C3导通。端点B4可选择的与端点A4导通、C4断开或与端点 A4断开、C4导通；当第一动力电池组一Z3和第一动力电池组二Z4处于图1(a)所述的状态且端点A3和端点B3导通，端点A3和端点C3断开，端点A4和端点B4导通，端点B4和端点C4断开，第一动力电池组一Z3和第一动力电池组二Z4之间为并联连接，此时输出的电压为X，即图2(a)所示状态。当第一动力电池组一Z3和第一动力电池组二Z4处于图1(a)所述的状态且端点A3和端点C3导通，端点A3和端点B3断开，端点B4和端点C4导通，端点B4和端点A4断开，第一动力电池组一Z3和第一动力电池组二Z4之间为串联连接，此时输出的电压为2X，即图2(c)所示状态。当第一动力电池组一Z3和第一动力电池组二Z4处于图1(b)所述的状态且端点A3和端点B3导通，端点A3和端点C3断开，端点A4和端点B4导通，端点B4和端点C4断开，第一动力电池组一Z3和第一动力电池组二Z4之间为并联连接，此时输出的电压为2X，即图2(b)所示状态。当第一动力电池组一Z3和第一动力电池组二Z4处于图1(b)所述的状态且端点A3和端点C3导通，端点A3和端点B3断开，端点B4和端点C4导通，端点B4和端点A4断开，第一动力电池组一Z3和第一动力电池组二Z4之间为串联连接，此时输出的电压为4X，即图2(d)所示状态。
如图(3)所示，电性能相同且电压均为X的电池组一Z1和电池组二Z2，电性能相同且电压均为Y的电池组三Z5和电池组四Z6。当电池组一Z1和电池组二Z2采用图1(a)所示接线方式，电池组三Z5和电池组四Z6采用图1(a)所示接线方式时，并将其相对应的输出端顺次连接。此时电池组一Z1和电池组二Z2相并联，电池组三Z5和电池组四Z6相并联，顺次连接输出端正极和负极后总输出电压为X与Y之和，即图3(a)所示状态；当电池组一Z1和电池组二Z2采用图1(b)所示接线方式，电池组三Z5和电池组四Z6采用图1(b)所示接线方式时，并将其相对应的输出端顺次连接。此时电池组一Z1和电池组二Z2相串联，电池组三Z5和电池组四Z6相串联，顺次连接输出端正极和负极之后总输出电压为2X与2Y之和，即图3(b)所示状态。
如图(4)所示，电性能相同且电压均为X的电池组五、电池组六、电池组七、电池组八、电池组九、电池组十(图中位置依次从左至右)进行连接组成，电池组五的正极与A5端子相连，A5端子可选择与B5端子相导通或C5端子相导通，C5端子与C6端子相连，B5端子与电池组六的正极、W1端子、S2端子均相连，W1端子与S1端子可断开或导通，电池组五的负极与B6端子、B7端子、B8端子、W3端子均相连接，A6端子可选择与B6端子或C6端子相导通，A6端子与电池组六的负极相连接，S1端子与B9端子、 B10端子、B12端子、电池组十的正极均相连接，S2端子可选择与W2端子断开或者导通，W2端子与C7端子相连接，A7端子与电池组七的负极相连接，A7端子可选择与B7端子或者C7端子相导通，A8端子与电池组八的负极相连接，A8端子可选择与B8端子或者C8端子相导通，C8端子与C9端子相连接，电池组七的正极与A9端子相连接，A9端子可选择与B9端子或者C9端子相导通，A10端子与电池组八的正极相连接，A10端子可选择与B10端子或者C10端子相导通，C10端子与C11端子相连接，A11端子与电池组九的负极相连接，A11端子可选择与B11端子或者C11端子相导通，电池组九的正极与A12端子相连接，A12端子可选择与B12端子或者C12端子相导通，C12端子与C13端子相连接，A13端子与电池组十的负极相连接，A13端子可选择B13端子或者C13端子相导通，B13端子与B11端子、S3端子均相连接，S3端子可选择与W3端子导通或断开。
如图4(a)所示，S1端子与W1端子闭合导通，A5端子与B5端子闭合导通，A6端子与B6端子闭合导通，S2端子与W2端子断开，A7端子与B7端子导通相连，A8端子与B8端子导通相连，A9端子与B9端子导通相连，A10端子与B10端子导通相连，A11端子与B11端子导通相连，A12端子与B12端子导通相连，A13端子与B13端子相连导通相连，S3端子与W3端子导通相连，使得电池组五、电池组六、电池组七、电池组八、电池组九、电池组十之间并联连接，总输出电压为X。
如图4(b)所示，S1端子与W1端子闭合导通，A5端子与C5端子闭合导通，A6端子与C6端子闭合导通，S2端子与W2端子断开，A7端子与B7端子导通相连，A8端子与C8端子导通相连，A9端子与C9端子导通相连，A10端子与B10端子导通相连，A11端子与B11端子导通相连，A12端子与C12端子导通相连，A13端子与C13端子导通相连，S3端子与W3端子导通相连，使得电池组五和电池组六相串联，电池组七和电池组八相串联，电池组九和电池组十相串联，之后再并联连接使得总输出电压为2X。
如图4(c)所示，S1端子与W1端子断开，A5端子与C5端子闭合导通，A6端子与C6端子闭合导通，S2端子与W2端子导通连接，A7端子与C7端子导通相连，A8端子与B8端子导通相连，A9端子与B9端子导通相连，A10端子与C10端子导通相连，A11端子与C11端子导通相连，A12端子与C12端子导通相连，A13端子与C13端子导通相连，S3端子与W3端子断开，使得电池组五、电池组六、电池组七均相串联，电池组八、电池组九、电池组十均相串联，之后再并联连接使得总输出电压为3X。
上述实施例中，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电 压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
上述实施例还可有其它状态：如图1中选择所有端点都不连通，即端点A1与端点B1、C1都断开，端点B2与端点A2、C2都断开，各等同电池组之间无连接，电池本体无输出电压；还有两种状态下电池本体也无输出电压：a.端点A1与端点B1断开、端点A1与C1导通，端点B2与端点A2、C2都断开；b.端点A1与端点B1、C1都断开，端点B2与端点A2断开、端点B2与C2导通。如图2、如图3、如图4中也可选择所有端点都不连通，各等同电池组之间无连接或虽部分等同电池组之间有串联连接但正负极不能同时连通到电池本体的输出端，电池本体不能形成输出，无输出电压；也可有其它状态：部分端点连通但电池本体仍不能形成输出，无输出电压。可以采用上述状态中的一种作为电池本体的初始状态，以增加安全性，待安装到车上前或安装后再切换到所需电压。
上述端点导通或断开可直接用开关推动，或在控制下自动实现，比如控制继电器、接触器等切换。由于通过切换的方式，电压转换后输出时基本不增加额外的电能损耗。
动力电池如因采用的电芯性能差异等原因，经电压切换使用后可能形成内部等同电池组之间电压、储存电量等的不平衡，内部可设置均衡线路用于电池组之间的均衡，在等同电池组之间从其它状态切换到并联状态前检查均衡状态，符合要求的才可转换，以免并联后等同电池组之间大电流放电并损害电池。或用其它方式控制环流。
电池本体内设置DC-DC变换器，通过切换输出路径或/和调节DC-DC变换器的输出电压，电池本体可输出不同的电压，也是实现电压可选的一种方法。
如图5所示，电池组有直接输出或经由DC-DC变换器输出的不同选择，用开关/继电器/接触器对此进行切换。可以有一组或多组DC-DC变换器，多组的可输出不同的额定电压。DC-DC变换器可以是固定输出电压式，也可以是调压式。用调压式DC-DC变换器的，电压范围满足要求时，可以不设置直接输出线路。对于需要经由DC-DC变换器充电的，可采用双向DC-DC变换器；如图5(a)所示，电池组直接外供电；如图5(b)所示，电池组将电能输送至DC-DC变换器，利用DC-DC变换器对电能进行处理然后再向外输出电能。图5中也可增加另一种状态：所有触点都断开，电池本体无输出电压或有部分端点连通但仍不能形成输出。
用这种方式实现电压可选，经DC-DC变换器输出会增加电能损耗，但当DC-DC变换 器为调压式时，可设定更多档的可选电压，或电压在一定范围内连续可调。
上述动力电池电压可选，不同输出电压下放电电流等参数也随之变换，相应的控制管理方式也可设置变更，比如可变更电池的熔断保护方式等。
电压选择可以在电池装车之前，也可以在电池装到车上之后。控制有多种方式可用，如直接推动开关切换，或通过继电器、接触器切换，有电池管理系统(BMS)的动力电池，车的能源管理系统可与BMS通信并共同管控，通过电池上的辅助电路推动实施。控制可用现有技术实现，也可用创新方法，在此不多阐述。
进一步，还可设置用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接。
把电压可选设计用于快换型动力电池，可大大增强快换型动力电池的适用性，形成通用性强的快换型动力电池，即快换型通用动力电池。
如图6～8所示，为一个快换型通用动力电池的实施例，电池本体上的凹陷区内设置有快换接口的电连接件6和内部绝缘固定部件7，电连接件6包括主电连接件、电池本体上可能同时具有的辅助电连接件。电连接件6和内部绝缘固定部件7为实现电连接的部件，为现有技术，具体连接方式，本发明不过多阐述。凹陷区内设置有一绝缘基面8，电连接件6和内部绝缘固定部件7位于绝缘基面8下方。
结合动力电池形态、结构、尺寸等的设定，定型几款主型号的快换型通用动力电池组成系统。由于快换型通用动力电池适用性强，组成的系统主型号数量少即可供大多数新能源汽车选用和更换。电池本体的主要安装尺寸相同可安装于同一种电池舱或其他用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。需要时，在符合互换安装要求的前提下，同一主型号的电池形状、尺寸都可相应变化。
通用中的动力电池主型号是指：新推出的或原有的快换型通用动力电池主型号，有合理设计和广泛的应用对象(新能源汽车)、仍在确实提供给各种新能源汽车采用、未以任何方式告知中止新的新能源汽车车型选用的。无车型采用或采用车型少，长期未在对应的换电点广泛分布备用，不真正普及使用的不计在内。原有的主型号主要外形和安装尺寸有更改后，可以延用原主型号名，原主型号不再通用。
快换型通用动力电池系统，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
电芯类别：指不同的电池类别，如：铅酸电池、镍氢电池、锂离子电池。
电芯种类：指同一类别下不同种类，如：锂离子电池中的锰酸锂电池、钴酸锂电池、磷酸铁锂电池、钛酸锂电池、镍钴锰三元锂离子电池、镍钴铝三元锂离子电池等。
现存多种可采用的动力电池类别及种类，随电池技术的发展，可能出现新的进入实用的动力电池类别及种类。同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，采用该主型号动力电池的新能源汽车可通用不同性能的动力电池。随电池技术的发展，可采用性能更好的电芯组成动力电池。当新的电芯类别及种类储存容量上升，汽车换用新的同主型号动力电池还可增加续航里程。
用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯，主型号推行后可延续使用，保持快换型通用动力电池系统的稳定性。
同一主型号动力电池的不同个体内电芯的连接、组合方式也都可以不同。对于同一主型号动力电池个体的各种不同，需要区分的，可用细分型号区别。
如图9所示，为一个快换型通用动力电池系统的实施例。系统中共有5个主型号的快换型通用动力电池，尺寸各不相同，每种尺寸只有一个主型号，但包含多种可选电压，减少了主型号数量，系统主型号少，则易于配置，设置换电站时所需型号少，但可满足大多数新能源汽车的选用和换电所需，因此换电应用易于普及。
图9(a)所示快换型通用动力电池主型号为A，该动力电池不计安装边的尺寸长、宽、高分别为900mm、600mm、120mm，接口区域采用凹陷结构，额定电压两档可选：96V、192V(由于同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯等原因，同一主型号的同档额定电压不完全相同，有一个范围，具体细分型号的额定电压值为其中一种，下同)。
图9(b)所示快换型通用动力电池主型号为B，该动力电池不计安装边的尺寸长、宽、高分别为1000mm、820mm、120mm，接口区域采用凹陷结构，额定电压两档可选：192V、384V。
图9(c)所示快换型通用动力电池主型号为C，该动力电池不计安装边的尺寸长、宽、高分别为1200mm、1000mm、120mm，接口区域采用凹陷结构，额定电压两档可选：192V、384V。
图9(d)所示快换型通用动力电池主型号为D，该动力电池不计安装边的尺寸长、宽、高分别为1480mm、1180mm、120mm，接口区域采用凹陷结构，额定电压两档可选： 为384V、768V。
图9(e)所示快换型通用动力电池主型号为E，该动力电池尺寸长、宽、高分别为560mm、400mm、350mm，设置两组快换接口，可从两个方向安装，接口区域采用凹陷结构，额定电压两档可选：96V、192V。
以上各型号按需可设置有独立液态温控回路，即液态温控回路元件全部设置在动力电池上(对外热交换器设置在电池的表面位置)，在保证电池温控能力的情况下适合互换使用。
快换型通用动力电池系统的实施例在乘用车中应用：
见图10～12，乘用车主要采用快换型通用动力电池系统实施例中机械快换底置型通用动力电池(主型号：A、B、C、D)，主要安装于乘用车的车底位置。
图10为A、B、C、D四种型号电池去除安装边后主体的平面图。
图11为四种尺寸新能源乘用车的俯视示意图，按尺寸从小到大分别为：①、②、③、④，标有轴距和可安装机械快换底置型通用动力电池主要区域的尺寸。
图12为四种尺寸新能源乘用车可布排机械快换底置型通用动力电池的型号与数量。
新能源乘用车选用机械快换底置型通用动力电池时，可根据自身电压平台的设定范围，选定机械快换底置型通用动力电池的电压。在本实施例中有高低两档可选，且高档电压为低档电压的两倍，适用差距较大的高低两档电压平台，有明显的区分。安装多个机械快换底置型通用动力电池并且串联使用的，如不需要电压太高，可选用低压档后组合。
快换型通用动力电池系统的实施例在货车中应用：
见图13，货车可采用快换型通用动力电池系统实施例中各种主型号，包括机械快换底置型通用动力电池(主型号：A、B、C、D)和机械快换侧置型通用动力电池(主型号E)。
图13(a)为微型卡车，该微型卡车车身长、宽、高分别是4850mm、1600mm、2100mm，轴距2600mm。安装了1个C型机械快换底置型通用动力电池，电压可采用192V,也可采用384V。
图13(b)为轻型卡车，该轻型卡车车身长、宽、高分别是5980mm、2050mm、2360mm，轴距3360mm。安装了2个B型机械快换底置型通用动力电池，B型电池电压采用192V，也可采用384V，2个B型电池串联成集组，电压384V或768V。
图13(c)为轻型卡车(厢式)，该轻型卡车车身长、宽、高分别是5980mm、2050mm、2900mm，轴距3360mm，与图13(b)中相同，区别在车厢为厢式。安装了4个E型机械快换侧置型通用动力电池,E型电池电压采用96V,也可采用192V，4个E型电池串联成集组，电压384V或768V。
图13(d)为半挂牵引车(重型卡车)，该牵引车车身长、宽、高分别是6920mm、2500mm、3000mm，轴距3300+1350mm。安装了6个E型机械快换侧置型通用动力电池，E型电池电压采用192V,6个E型电池串联成集组，电压1152V。
图13(e)为半挂车，该半挂车车身长、宽、高分别是12200mm、2480mm、1580mm。安装了12个E型机械快换侧置型通用动力电池，E型电池电压采用96V,12个E型电池串联成集组，电压1152V。
快换型通用动力电池系统的实施例在货车中应用：
见图14(采用简化图，不表示车身结构)，客车主要采用快换型通用动力电池系统实施例中的机械快换底置型通用动力电池(主型号：A、B、C、D)，较大型的客车上也可采用机械快换侧置型通用动力电池(主型号E)。
图14(a)为轻型客车，该轻型客车车身长、宽、高分别是6000mm、2080mm、2520mm，轴距3800mm。安装了2个C型机械快换底置型通用动力电池，C型电池电压采用192V,也可采用384V，2个C型电池串联成集组，电压384V或768V。
图14(b)为中型客车，该中型客车车身长、宽、高分别是8720mm、2380mm、3340mm，轴距4000mm。安装了4个B型机械快换底置型通用动力电池，B型电池电压采用192V,4个B型电池串联成集组，电压768V。
图14(c)为大型客车，该大型客车车身长、宽、高分别是12060mm、2560mm、3380mm，轴距5800mm。安装了3个D型机械快换底置型通用动力电池和8个E型机械快换侧置型通用动力电池，D型电池电压采用384V，3个B型电池串联成集组，电压1152V，E型电池电压采用96V,8个E型电池串联成集组，电压768V。该车型电池布局时，如需要两个通用动力电池集组电压相同，有两种调整方法：a.D型电池减为两个，两个集组电压都是768V；b.E型电池减为6个，电压采用192V,两个集组电压都是1152V。
从上述说明中可见，快换型通用动力电池系统实施例在乘用车、货车、客车中可普遍性应用。各车型选用动力电池时可以根据自身设计思路，采用适用的的电压档。
快换型通用动力电池系统实施例在其它新能源车辆如低速电动汽车(又称低速电动 车)等车辆也可应用。
采用快换型通用动力电池系统，可形成由个位数主型号的动力电池满足大多数车型所需，从而普及换电应用的局面。以此为基础可广泛分布换电点，实现新能源汽车的通用换电。
快换型通用动力电池系统，确有必要时可对系统中的主型号进行调整。当电池技术或快换型通用动力电池设计方式有重大进步时，可设计新的系统逐步替代原有的系统。
一种采用快换型通用动力电池的车，车体设置有与电池本体对应的快换接口。车包括有驱动力的汽车，也包括无驱动力的汽车，如挂车、半挂车等。
有动力的汽车中可拖挂其它汽车的作为驱动主车，被拖挂的车(可以有动力也可以无动力)作为从车。驱动主车采用快换型通用动力电池的一种方式是采用从车上安装的快换型通用动力电池为驱动主车供电。
驱动主车采用从车上安装的快换型通用动力电池供电的实施一：如图15所示，图中示出了一辆集装箱卡车的结构图，该车由半挂牵引车28、半挂车29、集装箱30组成，其中半挂牵引车28为驱动主车，驱动主车和从车分别设置有动力电池。由于驱动主车具备动力电池，因此驱动主车可以独立使用，从车设置有动力电池，通过电缆和连接接头与驱动主车上的接口连接为驱动主车供电，可以大大增加车子的续航里程，并且半挂牵引车可与不同的带有快换型通用动力电池的半挂车连接使用。
驱动主车采用从车上安装的快换型通用动力电池供电的实施二(无图示)：驱动主车带动动力电池挂车，动力电池挂车无动力，主体由动力电池组成，设置有车架(可与电池架或电池壳体结合)、车轮，作为从车通过电缆和连接接头与驱动主车上快换接口连接，专用于为驱动主车供电，增加续航里程，并可更换。动力电池挂车有多种可选电压，本身同时是一种特殊的快换型通用动力电池(不包含在前面快换型通用动力电池系统中)，可以有多种型号。驱动主车上可安装有快换型通用动力电池，也可只安装非通用动力电池，或不安装动力电池。
采用动力电池的新能源汽车，车辆控制系统控制动力电池的电能输出(供电)、车辆驱动、动力电池充电等，并与动力电池的管理系统联合管理动力电池。
图16为实施例一：一辆纯电动汽车的车辆控制系统的结构示意图，车辆控制系统包括中央控制单元，中央控制单元接收加速踏板、制动踏板和档位杆的信号，中央控制单元还与驾驶室显示操纵台、能源管理系统和驱动控制单元有双向控制信号流通，驾驶 室显示操纵台、能源管理系统也有双向控制信号流通，能源控制系统还与动力电池和充电控制单元有双向控制信号流通，动力电池和驱动控制单元有双向能量传递，充电控制单元控制对动力电池进行充电，驱动控制单元连接有驱动电机，驱动电机连接机械传动装置，机械传动装置的两侧设置有车轮。动力电池还连接有辅助动力源，辅助动力源连接有动力转向系统，动力转向系统连接方向盘，辅助动力源还连接有空调、照明灯辅助装置。
图17为实施例二：一辆纯电动汽车的车辆控制系统的局部结构示意图，车辆控制系统与实施例一相比，主要区别在动力电池由多个独立的动力电池集组替代(图16中的动力电池即为一个集组)。
实施例一、实施例二为纯电动汽车的车辆控制系统，其它类型新能源汽车在动力电池供电、驱动控制和充电控制上原理相似。
新能源汽车布局有快换型通用动力电池的，可在其它位置布局其它动力电池包括非通用动力电池，提高总体续航里程，因此车上有多个动力电池集组。动力电池集组是指由若干动力电池组成的可独立为新能源汽车供电(指供车驱动的主供电)的一组动力电池，集组的组成电池正常安装到车上后不再分为不同部分分别为车供电，为一个整体的供电单位(如果集组中有并联的电池，电池不完全装入也能供电，此为同一集组的不同状态)。
一般车辆行驶中快换型通用动力电池电量用完与周边是否有充换电点时机上难以一致，安装有多个动力电池集组的，一组电池用完，可由另外的动力电池集组供电，到充换电点时再进行充换电。驱动主车与从车上都有动力电池集组的，组合使用时两个车上的动力电池电量都可使用。以上状况下车辆都同时有多个动力电池集组。当一辆新能源汽车安装的快换型通用动力电池数量较多不适合组合成一个动力电池集组使用时，可分成多个动力电池集组使用，车辆也同时有多个动力电池集组。
车辆包括配电控制单元，配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。
有多个动力电池集组的新能源汽车，可切换由不同的动力电池集组供电，但一个动力电池集组的负载能力相对较小，特别是该集组的储存容量相对较小时，因此会影响车辆的动力性能(而且这种情况下电池放电倍率大，动力电池的放电倍率影响动力电池的 性能，一般放电倍率大时，动力电池能输出的有效电能下降，且经常大倍率放电会对动力电池造成明显损害)。或符合要求情况下暂时由多集组动力电池并联供电，但因集组之间状态不同，大多数情况下不适合并联(状态不同的情况下，如果在集组输出端安装有防环流的元件如二极管，虽可并联，但常不能形成有效的共同输出)。通过配电控制单元控制两个或两个以上独立的动力电池集组联合供电，则联合供电时整体负载能力大于单集组供电，联合供电时供电电池的放电倍率下降，可有效解决或减轻上述问题。
还可根据需要在多集组动力电池联合供电与单集组动力电池供电之间进行切换，或在不同联合供电组合之间的进行切换。当车辆小功率使用如低速行驶时采用单集组动力电池供电，当车辆大功率使用如高速行驶或爬坡时采用多集组动力电池联合供电。或多集组动力电池联合供电时控制各集组提供不同占比的供电量。还可根据车辆使用情况、确定优先用电的集组，优先用电的集组先用完电量安排换电或充电。切换还可以是切换联合供电动力电池集组的数量，在集组数量少的联合供电与集组数量多的联合供电之间进行切换。通过上述切换可在车的行程中按照充换电条件合理安排各集组的用电计划，控制各集组耗电顺序的变化，并同时满足车的供电需要。
上述动力电池集组可以都安装在本车上，也可都安装在由驱动主车带动的从车上，或分别安装在驱动主车和从车上。
联合供电主要指供车驱动的主供电，车上辅助供电可以在联合供电中取电，也可在联合供电前取电(可从单个集组取电)，在本发明中不作区分和说明。
联合供电实施例：一种配电控制单元，包括多输入DC-DC变换器或DC-AC变换器，两个或两个以上动力电池集组通过该多输入DC-DC变换器或DC-AC变换器联合供电。如图18所示，其结构包括双输入的DC-DC变换器，将动力电池集组二连接到相对应的DC-DC变换器的一个输入端，DC-DC变换器的另一输入端连接有单刀双掷开关，当单刀双掷开关处于状态一时，如图18(a)所示，动力电池集组一连接到DC-DC变换器的另一输入端；当单刀双掷开关处于状态二时，如图18(b)所示，DC-DC变换器的另一输入端无输入；当单刀双掷开关处于状态三时，如图18(c)所示，动力电池集组二同时连接到DC-DC变换器的另一输入端。单刀双掷开关可以是控制下的继电器或接触器的触点。
上述如图18(a)所示情况下即可实现动力电池集组一与动力电池集组二的联合供电。如图18(b)所示或如图18(c)所示情况下由动力电池集组二单集组供电，其中如18(c)所示情况下双输入DC-DC变换器的两个输入端都由动力电池集组二供电，如 图18(b)所示情况下双输入DC-DC变换器的一个输入端由动力电池集组二供电，另一输入端无输入，可以根据双输入DC-DC变换器的特性，只用其中一种方式。
上述实施例表明，配电控制系统包括多输入DC-DC变换器或DC-AC变换器，多输入DC-DC变换器或DC-AC变换器连接有两个或两个以上动力电池集组，两个或两个以上动力电池集组通过该多输入DC-DC变换器或DC-AC变换器可实现联合供电。
本实施例电路经过变更，还可变换出动力电池集组二断开连接，动力电池集组一与DC-DC变换器输入端连接(连接一个或同时连接两个输入端)的状态，实现动力电池集组一单集组供电。配电控制单元可以控制由动力电池集组一或动力电池集组二单集组供电，也可控制由动力电池集组一与动力电池集组二联合供电，根据需要切换。
如果需要动力电池集组一优先用电，在动力电池集组一单集组供电和联合供电之间切换，如果需要动力电池集组二优先用电，则在动力电池集组二单集组供电和联合供电之间切换，以此可控制各集组耗电顺序的变化。
采用本联合供电方式，汽车驱动电机采用交流电机的，可采用多输入DC-AC变换器，即所用的逆变器采用多输入逆变器，因此车上采用联合供电需增加的部件较少。例如DC-AC变换器(逆变器)可采用串联型逆变器，输入端可连接多个动力电池集组实现联合供电，也可通过电路变换切换到单集组供电，方法参考上述多输入DC-DC变换器的切换方式。
多输入DC-DC变换器或DC-AC变换器的输入端数量根据动力电池集组数量确定，可有效实现多个动力电池集组联合供电。
汽车上有多个驱动桥或采用轮毂电机的，行驶时有些情况下多个电机同时驱动，传统供电是由单个动力电池集组分供多个电机，当汽车上有多个动力电池集组时，配电控制单元可以控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对不同的驱动桥或不同车轮的驱动电机供电。
实施例见图19～22所示，动力电池集组一和动力电池集组二均通过配电控制单元对其输入的电能进行管理，并通过驱动控制单元将电能输送至汽车的前桥驱动电机和后桥驱动电机。如图19所示，当配电控制单元处于状态一时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制单元第一输入端连接的第一输出端所输出的电能送至前桥驱动电机、同时驱动控制单元将配电控制单元第二输入端连接的第二输出端所输出的电能输送至 后桥驱动电机；如图20所示，当配电控制器处于状态二时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制单元第一输入端连接的第二输出端所输出的电能送至后桥驱动电机、同时驱动控制单元将配电控制单元第二输入端连接的第一输出端所输出的电能输送至前桥驱动电机；如图21所示，当配电控制单元处于状态三时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制器第一输入端连接的第一输出端所输出的电能送至前桥驱动电机、同时驱动控制单元将配电控制器第一输入端连接的第二输出端所输出的电能输送至后桥驱动电机，此时配电控制单元的第二输入端不与第一输出端、第二输出端连接；如图22所示，当配电控制单元处于状态四时，动力电池集组一连接至配电控制单元的第一输入端；动力电池集组二连接至配电控制单元的第二输入端，驱动控制单元将配电控制器第一输入端连接的第一输出端所输出的电能送至前桥驱动电机，此时配电控制单元的第二输入端不与第一输出端、第二输出端连接。
上述图19情况下，动力电池集组一、动力电池集组二分别为前桥驱动电机、后桥驱动电机供电；图21情况下，动力电池集组一单集组同时为前后桥驱动电机供电(与传统方法相似)；图22情况下，只有动力电池集组一为前桥驱动电机供电。车辆根据负载情况在图19、图21、图22之间切换，可以实现动力电池集组一优先供电的情况下保证车辆驱动的负载并保护电池不过快放电。
采用图20的方式，是对图19的供电路径的调换，即动力电池集组一、动力电池集组二分别为后桥驱动电机、前桥驱动电机供电，如果配电控制器采用另两种配电路径：动力电池集组二单集组同时为前后桥驱动电机供电、只有动力电池集组二为前桥驱动电机供电，则动力电池集组二成为优先供电集组。
上述实施例表明，配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，部件或部件组合为驱动桥或不同车轮的驱动电机，
控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对不同的驱动桥或不同车轮的驱动电机供电，可以省去或减少联合供电时需采用的DC-DC变换器数量，同时也能解决单集组供电(或联合供电集组数量少)时负载能力不足、电池放电倍率大的问题，并用切换的方法实现集组优先供电。
包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电。充电来源可以是单个电能来源，也可以是多个电能来源的结合。
配置多个集组动力电池的新能源汽车，或驱动主车与从车上都有动力电池集组的。当多个集组需要充电时，有条件的情况下，可以用多个充电器分别对不同集组的动力电池或对单个动力电池进行充电，只有一个充电器充电时，对单个集组充电的，完成后再切换充电集组。
由于常用的动力电池充电时充电后段充电速度慢、功率小、时间长，一个集组充满电切换到另一集组充电，多个集组的充电后段时间不能重叠，充电器功率浪费，总体耗用时间长。当充电器(如：外接充电桩)充电功率大且只对单集组充电时，充电器功率也得不到有效利用，总体充电时间也长。充电控制单元控制充电来源经过同一个充电器同时给两个或两个以上独立的动力电池集组充电可有效解决上述问题，实施可采用不同方式。
联合充电实施例：充电控制单元控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。见图23的结构示意图：充电控制单元包括多路输出充电器，多路输出充电器第一输出端与动力电池集组一连接，第二输出端与动力电池集组二连接。多路输出充电器包括分充控制单元一和分充控制单元二，分充控制单元一控制第一输出端的输出，即控制对动力电池集组一的充电，分充控制单元二控制第二输出端的输出，即控制对动力电池集组二的充电，从而实现充电控制单元对多个动力电池集组联合充电。
上述实施例显示了充电控制单元，可控制充电来源通过多路输出的充电器分多路对不同集组的动力电池进行联合充电。
上述多路输出充电器对多个动力电池集组充电时，先通过分配功率(或分配电流，同时充电)或分配时间(交替充电)等方法，完成对多个动力电池集组的快充阶段充电，此阶段主要在各动力电池集组可接受的范围内不浪费充电器的充电功率，因而不增加总的充电时间，具体可采用现有技术，在此不作阐述。慢充阶段则多个集组同时充电，因时间段重叠，节约了充电时间。
上述多路输出充电器按实际需要也可只对一个集组充电，切断对其它集组的充电。
充电来源可以是单个电能来源，也可以是多个电能来源(如同时有外接电源的电能来源和太阳能的电能来源)，可将多个电能来源结合在一起实施充电，比如可通过多输 入电源变换器整合到一起，在本例中，也可以是采用多输入并多路输出的充电器。
新能源汽车电压可选的通用动力电池与新能源汽车之间采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议将动力电池内部电芯类别及种类或/和动力电池参数信息传递至新能源汽车的能源管理系统，用于管控充电过程，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。新能源汽车上其它动力电池按需也可采用该协议与新能源汽车通信并管控充电过程。
图24为实施例的充电流程图，包括如下步骤：
1)得到充电指令；
2)能源管理系统与电池管理系统BMS通信、进行信息数据传输；
3)能源管理系统对电池可充电性进行判断，不可充电的，放弃充电，可以充电的，进行充电方式选择、参数配置；
4)汽车充电控制单元控制充电，能源管理系统与BMS保持通信并管控整个充电过程；
5)能源管理系统根据BMS给出的信息或/和充电控制单元给出的信息判断充电结束，结束充电。
上述充电流程中通信传输的信息包含动力电池内部电芯类别及种类或针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，实施例某汽车车型采用的快换型通用动力电池集组，同一主型号下在不同时间分别安装了3种电芯类别及种类的电池(每次安装时组成集组的动力电池采用同一种电芯)，见表一，分别应用上述流程进行充电，采用3种电池时集组充电截止电压及精度不同：
Ⅰ.内部电芯采用镍钴锰三元锂离子电池，集组标称电压384.8V，充电截止电压436.8V±0.5％；
Ⅱ.内部电芯采用磷酸铁锂离子电池，集组标称电压384V，充电截止电压438V±0.5％；
Ⅲ.内部电芯采用镍氢电池电池，集组标称电压384V，充电电压450～510V。
当充电是对快换型通用动力电池集组进行充电，且集组由多个快换型通用动力电池组成时，能源管理系统与各个快换型通用动力电池的电池管理系统进行通信，并在符合各个快换型通用动力电池要求的情况下进行充电。集组充电参数和要求由各快换型通用动力电池充电参数和要求结合集组构成结构确定。实施例中充电截止电压为两个快换型 通用动力电池充电截止电压之和，精度与单个快换型通用动力电池要求相同。
充电截止电压及精度属于针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，针对以上数据，能量管理系统管控对3种电池进行充电的过程中，充电截止电压及精度分别控制在对应的要求范围内。
如果由非车载充电机充电且仍由汽车能源管理系统管理充电的，汽车同时与外部的非车载充电机通信并共同管控充电过程，此为现有技术，本发明不再阐述。
上述实施例表明：
能源管理系统，具备如下管控能力：
该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
当充电器充电参数不能全充电阶段符合动力电池充电要求，不能对电池充电至完成，但符合部分阶段充电要求的，也可对符合充电要求的阶段进行充电，阶段完成后结束充电。
当动力电池集组由不同快换型通用动力电池组成时，充电器充电参数能符合要求的也可充电，不完全符合要求的可阶段充电或不充电。完全不符合要求的放弃充电。
当非车载充电机对单个动力电池进行充电时，非车载充电机也可通过非车载充电机与电池管理系统之间的通信协议进行通信并直接管控充电过程，即这种情况下车的能量管理系统可不管控充电。
不同于传统的车的能量管理系统只管理对采用同一种类或同一类别下充电要求基本相同的不同种类电芯组成的电池的充电，因用于互换使用的同一主型号快换型通用动力电池的不同个体内部可采用不同类别及种类的电芯，充电时需对采用不同类别及种类电芯的电池按不同要求进行充电，不作辨别直接对快换型通用动力电池进行充电，充电 方法与要求不对应时，快换型通用动力电池不能接受充电，或不能有效的进行充电，或充电可能对快换型通用动力电池造成伤害。本发明可有效的解决上述问题。
新能源汽车电压可选的通用动力电池与汽车的能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据能源管理系统获得的动力电池负载能力的参数信息选择供电模式。新能源汽车上其它动力电池按需也可采用该协议传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统也可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
实施例：某车型根据动力电池集组安装的快换型通用动力电池的负载能力参数选择供电模式的要求见表二，动力电池集组分别安装的3种快换型通用动力电池的部分参数见表一，其中集组最大持续放电电流、集组最大脉冲放电电流(长脉冲，最长时间为3分钟)、集组最大脉冲放电电流(短脉冲，最长时间为10秒)为动力电池负载能力的参数。对应两个表格可见：
当安装的电池集组内部电芯采用Ⅰ.镍钴锰三元锂离子电池时，汽车的控制系统可以选择的供电模式：供电模式1、供电模式2、供电模式3；
当安装的电池集组内部电芯采用Ⅱ.磷酸铁锂离子电池时，汽车的控制系统可以选择的供电模式：供电模式2、供电模式3；
当安装的电池集组内部电芯采用Ⅲ.镍氢电池时，汽车的控制系统可以选择的供电模式只有：供电模式3。
从上述实施例说明，动力电池管理系统与新能源汽车之间的通信协议，可将动力电池的负载能力参数信息传递至对应的新能源的能源管理系统，汽车的控制系统可以根据能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
当车型采用多个快换型通用动力电池组成集组时，集组的负载能力由集组的构成结构结合快换型通用动力电池的负载能力确定。实施例中两个快换型通用动力电池串联，用电流表示的集组负载能力数据为集组中两个快换型通用动力电池中对应数据中数值小的一个，由于两个电池相同，集组用电流表示的负载能力数据与两个快换型通用动力电池负载能力数据相同(集组电压是两个电池之和，负载能力参数如采用功率表示则都是两个电池之和)。
汽车采用多个动力电池集组联合供电，或不同集组动力电池或/和多集组动力电池 的联合供电经过不同的供电路径为不同驱动桥或不同车轮的驱动电机供电的，对应的新能源汽车可以根据各集组的负载能力和联合模式确定相应的模式选择。
快换型通用动力电池同一主型号下不同个体内部可采用不同类别及种类的电芯，负载能力差异大，同一类别及种类的电池，由于技术变化，负载能力也可能有很大差异，如果汽车不作区分应用，可能造成对电池的伤害或动力控制不协调，本发明可有效解决上述问题，即根据换用到的电池的负载能力，采用对应可用的供电模式，使车型对不同电池有好的适应性。也不会对电池造成额外损伤。
车型还可以在其它部件已具有能力的前提下预设高动力的供电模式，其对电池的负载能力要求高于车型所采用的快换型通用动力电池主型号下当前可用电池的负载能力，当后续新的电池推出，负载能力达到要求时，可选择采用该供电模式，实现车型预设的高动力性能。
通信协议也可用于其它动力电池与汽车之间的通信，并通过通信实现对采用电芯类别和种类不同的动力电池的充电控制，根据动力电池的负载能力的参数信息选择供电模式。当车使用寿命之内对其它动力电池进行更换，更换的电池与前不同时，有其实用意义。
本发明内容不局限于上述实施例，在本发明技术思路的范畴内提出的其它实施例，都包括在本发明的范围之内。
表一：某车型动力电池集组分别安装的3种快换型通用动力电池的部分参数
Figure PCTCN2020070607-appb-000001
Figure PCTCN2020070607-appb-000002
表二：某车型根据动力电池集组安装的快换型通用动力电池的负载能力参数选择供电模式的要求
Figure PCTCN2020070607-appb-000003

Claims (15)

  1. 一种新能源汽车电压可选的通用动力电池，其特征在于，所述电池本体通过内部变动可输出不同的电压。
  2. 如权利要求1所述的新能源汽车电压可选的通用动力电池，其特征在于，通过切换内部等同电池组之间的串并联连接方式实现电池本体电压的变化，所述电池本体内部可以有多种的等同电池组，经过切换，每一种等同电池组之间串联数量增加，则电池本体的电压增加，每一种等同电池组之间的串联数量减小，则电池本体的电压减小，所述等同电池组是由适合并联使用的电性能基本相同的单电芯构成或是由多个电芯串、并联组成的适合并联使用的电性能基本相同的电池组。
  3. 如权利要求1所述的新能源汽车电压可选的通用动力电池，其特征在于，电池本体内设置有DC-DC变换器，通过切换输出路径或/和调节DC-DC变换器的输出电压，电池本体可输出不同的电压。
  4. 如权利要求1所述的新能源汽车电压可选的通用动力电池，其特征在于，还设置有用于快速拆装的快换接口，所述快换接口包括主电接口，所述电池本体使用时与新能源汽车连接。
  5. 如权利要求1所述的新能源汽车电压可选的通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池内部电芯类别及种类或/和动力电池参数信息至新能源汽车的能源管理系统，用于管控充电过程，所述动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息。
  6. 如权利要求1所述的新能源汽车电压可选的通用动力电池，其特征在于，所述电池本体采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够传递动力电池负载能力的参数信息至新能源的能源管理系统，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
  7. 一种由权利要求4的通用动力电池组成的快换型通用动力电池系统，其特征在于，所述电池本体的主要安装尺寸相同可安装于同一种电池舱或其他用于连接安装电池的部件中的为同一主型号，供各种新能源汽车选用和更换的通用中的所述动力电池的主型号不超过8种。
  8. 如权利要求7所述的快换型通用动力电池系统，其特征在于，用于互换使用的同一主型号动力电池的不同个体内部可采用不同类别及种类的电芯。
  9. 一种采用如权利要求4所述的动力电池的车，其特征在于，包括车体，所述车体设置有与电池本体对应的快换接口。
  10. 如权利要求9所述的车，其特征在于，所述车体为有驱动机构的主车，可连接从车，并 且所述从车可更换，所述从车安装有所述动力电池，所述动力电池为主车供电，主车带动从车。
  11. 如权利要求9所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制两个或两个以上独立的动力电池集组联合供电，并可通过对联合供电与单集组供电之间的切换或不同联合供电组合之间的切换，控制各集组耗电顺序的变化，所述动力电池集组由若干动力电池组成。
  12. 如权利要求9至11任一权利要求所述的车，其特征在于，包括配电控制单元，所述配电控制单元可控制不同集组动力电池或/和多集组动力电池的联合供电经过不同的供电路径分别对部件或部件组合实施供电，所述部件或部件组合为驱动桥或不同车轮的驱动电机，所述动力电池集组由若干动力电池组成。
  13. 如权利要求9所述的车，其特征在于，包括充电控制单元，充电来源通过该充电控制单元可以给两个或两个以上独立的动力电池集组联合充电，所述动力电池集组由若干动力电池组成。
  14. 如权利要求9所述的车，其特征在于：包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池内部电芯类别及种类或/和动力电池参数信息，动力电池参数信息包含针对动力电池电芯类别和种类不同而不同的充电要求的参数信息，新能源汽车上的车载充电器为动力电池充电，或由非车载充电机为动力电池充电且仍由汽车能源管理系统管理充电的，所述能源管理系统判定是否可对动力电池进行充电，可以充电的，车载充电器或非车载充电机通过汽车的充电控制单元，针对不同的内部电芯类别及种类按照对应的充电要求对该动力电池进行充电，新能源汽车的能源管理系统与动力电池管理系统采用上述通信协议进行通信并管控充电过程，由非车载充电机充电的，非车载充电机通过与汽车通信共同管控充电过程。
  15. 如权利要求9所述的车，其特征在于，包括能源管理系统，该能源管理系统采用动力电池管理系统与新能源汽车之间的通信协议，通过该通信协议能够获取动力电池负载能力的参数信息，汽车的控制系统可以根据所述能源管理系统获得的动力电池负载能力的参数信息选择供电模式。
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